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L. H. NASH.

GAS ENGINE. l No. 289,019. Patented Nov. 27, 1883` l 1 l 4 l l l r n r f l a a r a fm \\\m imm MQAR v N nl N\\\\` d, E W /w L,

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L. H NASEL GA S ENGINE. No. 289,019. Patented Nov. 27, 1883.

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GAS ENGNE. Y

Patented Nov. 27, 1883.

irse Starts LEWIS IIALLOOK NASH, OF BROOKLY, ASSIGNOR TO THE NATIONAL METER COMPANY, OF NEV YORK, N. Y. y

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 289,019, dated November 27', 1883.

Application filed March 19, (No model.)

fo @Zi whom it may concern:

Be it known that I, Lewis HALLocK NASH, a citizen oftheUnited States, residing at Brooklyn, in the county of Kings and State `of N ew York, have invented new and useful Improvements in Gas-Engines, of which` the following is a specification.

The object of my invention is to produce a light, compact, durable, efficient, and power- IO ful gasengine, and to utilize the heat usually lost in a water-jacket, whiclLI dispense with.

Authorities on the gasengine state, in relation to the amount of heat utilized in gas-engines ot' the best type, that the amount of heat converted into useful work is about sixteen per cent.; heat abstracted by cooling-water, nity-one percent. 5 heat expelled with waste gases, thirty-one per cent.; loss by radiation, two per cent.

My invention is primarily directed to the saving of the heat abstracted by the use of a circulation of water,usually employed to cool the working-cylinder, and also to effect a partial saving of the heat expelled by the wastey gases. This great saving is effected by utilizing the compressed working-iluid of the engine after compression to cool the heated por tions ofthe engine on its way to the workingcylinder, while the saving ofthe heat lost in the 3o waste gases is effected by provision which allows ci' a high degree of compression of the charge, and consequently of a greater expansion. This provision consists in injecting cold water into the gas-compression chamber with the gases before or during their compression,

for the purpose of taking up heat produced by the compression of the gases, and thus reduce the power required for compression and deliver the compressed gases therefrom at a comao paratively cool temperature, so as to render it a heatabsorbing element in its passage to the workingcylinder. n f

An important matter of my invention also consists ci' a novel construction whereby the parts subjected to wear are arranged so as not to be immediately1 aiected by the heatdeveloped in the power-cylindenwhereby the powercylinder may be operated under a greater degree of heat than usual. vThere are other 5o matters of improvement in' construction and in combinations which wil-l be described preparatory to a designation of whatis claimed asv my invention.

The construction of my engine is such that the heat abstracted by the compressed working-fluid from the power-cylinder in cooling it is not lost; but this heat serves to increase the elastic force of the working-duid, and is taken up both as the fluid is caused to pass over the working-cylinder and into it. The 6o storing-chamber for the compressed workingiluid is made air-tight, surrounds the powercylinder, and also the working parts of the engine, and this gives a very advantageous construction for effecting the lubrication of the working parts and of the power-cylinder.

In gas-engines the lubricating material becomes hard by reason ci' the dry heat used, and the workiugcylinder has to be frequently cleaned out, and to prevent tliisI utilize the stor- 7o age-chamber for the compressed working-fluid as a reservoir for water and for the lubricant, whereby the working-fluid is kept moist and the oil kept liquid upon the heated working parts, the construction of the piston being such as to work without lubrication other thanit receiyes from the compressed working-fluid and the vapor of oil and water which may pass in with it. A vat of oil, without the moist-ching effect of hot water andthe watery faponwould so not maintain the lubricant in a moist condition, nor allow the lubricated heated parts to be constantly washed by hot water-,and thus kept clean. The return or back stroke of the piston is aided by the pressure ofthe compressed 8 5 gas in the storage-chamber, which acts upon the enlarged piston-rod, thus rendering the engine partially double acting.

Having briefly stated the several matters oi my invention, I will now proceed to describe 9o more speciiically my invention, reference being had to the accompanying drawings, which illustrate one form of engine adapted for carrying it into practical effect.

Figure 1 represents a vertical central'secg5 tion of an upright single-acting gasengine, showing the piston at the point of ignition. Fig. 2 represents a similar view taken at right angles to Fig. l, showing the valve-operating connections. Fig. 3 is a side View, the rear roo part of the casing being removed to show the eccentric-valve connections and the air-inlet port. Fig. 4 represents a horizontal section taken on the line A B of Fig. 2, showing the valves in position to close the cylinder-ports. Fig. 5 represents a horizontal section taken on the line C D of Fig. 2, showing cylinder and valve inlet-ports, the valves lbeing removed. Fig. 6, Sheet 1, represents a vertical section of the valves, showing their position during the return-stroke of the piston. Fig. 7, Sheet 1, represents a similar sect-ion, showing the valves in the position they occupy during the first part of the forward stroke as the charge is being admitted. Fig. 8, Sheet 2, represents the valve-chests in section and the valves in elevation in the position they occupy at the instant of the ignition of the charge. Fig. 9, Sheet 8, representsasection of the valve which governs the admission and discharge of the working-huid. Fig. 10, Sheet 4, represents a section of a modified form of the rocking joint uniting the piston-rod with the connectingrod; Fig. 11, a similar section taken at right angles to Fig. 10, and Fig. 12 a cross-section taken on the line x x of Fig. 11. Figs. 13,14, and 15 are sectional details of another modification of the rocking joint.

I have shown my invention as applied to a single-acting engine in which the working-cylinder A is arranged in an upright position within an upright ease or shell, F, which ineloses it andthe operating connections, the cylinder being arranged at the top of the ease, and either east or formed separately with it, and closed at its upper end by a removable head, II', which may be madehollow and communicate with the storage-space Ct, if desired. This shell or case forms the storage-chamber C* for the compressed working-Huid, and the latter therefore surrounds the cylinder as a heat-absorbing medium. It also forms a reservoir for water and oil, by which to keep the working-fluid moist and to lubricate the working parts. The valves are also partially, or may be entirely, inclosed by the case, and thus obtain the advantage of the cooling effect of the working-fluid upon the valve also. The forward end of the cylinder forms a compression-chamber wherein the gaseous mixture is supplied, compressed, and forced into said storage-chamber, where it is constantly maintained under compression for immediate use in the cylinder. The other end of the cylinder is the power end, into which the gases are admitted by the valves and'ignited in any suitable way. The forward or lower end of the cylinder A terminates in an open cylinder, C, of less diameter than that within which the piston works, and forms a bearing for the trunk or hollow rod R, which supports the piston and acts as a slideway to it. This smaller cylinder has sufficient length to form a good bearing and tight joint for the hollow piston-rod, which opens into the storagechamber, and 'thereby gives the advantage of serve only to protect the piston, as stated.

a force to drive the piston, on its back-stroke, from the pressure of the stored gases acting upon the enlarged piston-rod and the various surfaces exposed to said pressure. The enlarged diameter of the piston -rod takes up much of the compression-chamber C3, and necessarily diminishes the volume of this chamber, and should be so proportioned as to compress the amount of gaseous mixture required by the engine. Thepiston P does not touch the working-cylinder, being supported by the rod R, and provided with a packingring, D, suited to stand a` high temperature. A cap or cover, Il', is suitably secured over the rear end of the piston to protect it from the direct contact of the ignited gases, and, in the construction shown, to form a communieating space, 0"", Fig. 1, between the cylinderspace C3, the hollow piston-rod, and the storage-chamber. The greatest heat will be developed in the end of the cylinder where the gases ignite, and this part of the cylinder will become very hot, and the cap II, ,working within this hottest part of the cylinder, nearly fills it on the return-stroke of the piston, and by making the cap I-I of sufficient length the Vring D will be caused to work in a comparatively eool part of the cylinder. It' found necessary, the capped end of the piston may be supported by a rod passing through the cylinder-head. In this construction I arrange a stop-valve, V, within the piston, as shown in Fig. 1, by which the gases are caused to pass at each compressing action of the piston from the cylinder-space C into the piston-space G5, and from thence down through the hollow piston-rod It into the storage chamber. rIhe valve V for this purpose is arranged'to open upward into the cap-space C, and is closed by a spring of suitable strength. The valve, however, may be placed at the bottom of the eompression-chamber, and the communication of the latter thereby made direct with the storage-chamber, in which ease the cap would In either case the hollow piston-rod is exposed to the cooling effect of the gases in the working of the engine.

It will be understood that,in using the coinpressed gases as a cooling medium for the working parts of the engine, while in the compression oi' the gaseous mixture it will nec essarily be heated to a certain extent, yet it will be very much colder than the power-cylinder, and therefore will abstract heat from it. The hotter the power-cylinder is maintained the less will be the heat given up to it by the gases therein, and therefore the less heat will need to be abstracted by the cooling-gases in keeping it at a given temperature. The interior wall of the hollow piston-rod is formed with a shoulder about the middle of its length, upon which rests a step, T, which is IOO IIO

IIS

necting-rod, R', which Ilatter' is held up against its seat by a tie-rod,v R", supported centrally within the hollow piston-rod by being passed through the piston and secured by lock-nuts resting thereon, and connected at itslower end to the said connecting-rod It bya loosely-` iitting horizontal joint-pin, P", the said tie rod being forked to passover the end of the said connecting-rod, and a rocking bearing isl also provided between the pin P and the eye inthe rodA It', said eye forming an edge convex or ridge-bearing, as shown in Fig. 2. As the bearing and. the pin-joint at Pfare loose, the rod It is free Ito rockin any direction `within certain limits upon its convex endN,

and upon the working-bearing in the jointpin, and provides for lateral alignment of the parts. By making the curve of the end of rod Rf of proper form there will be, practically no friction to this forni of connection within the limits of the motion required ,by it,

and there will be no possibilityof any binding 1 rods R R2 R, jointed at P2, which forms the connection between the pistou and the crank,

or clamping Vaction upon the piston-rod R to cause friction in case the parts should get ,out of line. As the bearing T can give no sliding. motion, there will be no wear, and no lubrication or adjustment will be needed, while ,the

bearing forms a kind of socket-joint whichserves to take up the thrust ofthe pistonupon its forward stroke. `This rocking soicketjl oint bearing may be variously constructed, and I.

shall vhereinafter describe modifications of this rocking bearing. vThe power-transmitting crankshaft S enters therlower end of the case through a stuffing-box, K2, and its crank K is connected by the rod R? tothe rod R by al jointpin, P2, to 4which a guide-rod, R2, is also jointed and sweeps from a pivot, P4, se. cured to one side of the case, as shown in Figs. 1, 2, and 4. I prefer vto secure the joint-pin P2 rigidly to the connecting-rod It. The guide-rod takes aswinging movement (shown by the dotted lines) which intersects at two` points the center line of the cylinder. The` extent of ther divergence of, this are from the center line of the cylinder is the measure of. all the side strain of the bea-ring of the piston rod upon the cylinder C', andthe longer the connecting-rod R2 is made more nearly will the arc of the sweep coincide with the center line of the cylinder. It will be seen that the arc crosses the center line at two points, p p2,- Fig. 1. I prefer to so adjust the length of the guide-rod R2 that the crossing-point pvshall occur at the instant of the stroke when the ignition of the gaseous charge takes place, for this is the instant when the greatest pressure is upon thefpiston. Since the rod It is at such instant in line with the axis of the cylinder, (see Fig. 1,) there will be no side-pressure of the bearing ofthe piston-rod R- upon the cylinder C. This curve p p2 follows along near the center line through that portion of the stroke wherein the most work is being done by the gases in the cylinder; hence the wear upon the sliding part R and friction will be in producing rotation of the crank K.

will beV seen that the position of the connect-A ingfrod It is such as to exertits greatest power In Fig. I, p3 c show that the effective arm of the leverage of` the rod R is nearly that which it p would be in an engine using a long connecting-l rod at half-stroke, while by the use of the short connections shown this point yoccurs in the vearly part ofthe stroke of the piston. pistou also at this point has its greatest speed,

which is greater than that of the crank-pin?. This .is a featureof importance in a gasfeit` gine, since the high initial pressure of the gases at ignition lonly lasts -for an instant, and it is important that the piston should travel fast jat thistime to utilize the power so developed.

By the combination ofthe vthree coacting I obtain the important beneficial results stated, while such combination makes it possible to use vvery short connecting-rods, thus giving great compactncss to the engine and greatly reducing its weight. The operation ofthe envgineis not, however, dependent upon this comy bination of connecting-rods.

.Asshown7 the valves `are arranged within fchainbers formed in the casing, so as to comshaft,as,shown in Figs. 2 and 3. rIhe valve 'V' is operated by the eccentric y', set quartering to the crank, and controls the exhaust, the admission of the gaseous products to the com 'pression-chamber Chaud the admission of the compressed gases to the cut-oli' valve W, arranged in `communication with it.

The cutoft valve V2 operates to cut off the admission oi the charge at any desired instant ofthe stroke to light the charge, `and as a pump to compress charges of gas for the lighter. The valve V has a port, I', which communicates with ports Gi I and pipe XW, to admit the charge of air, gas, and water in one part of its stroke, and in another part of its stroke it opens communication with passages G Gl, to allow the gas compressed by the valve VZ to pass through 4the ports and passages G2 G G4 `G into the cylinder-space G to ignite the charge. The passage G5 heats from the port Gt, and opens into the cylinder C in such close proximity to the lighter-valve space L as to conduct a stream of gas, so as to be instantly lighted, and to communicate the iiame to the cylinder-charge, as shown in Figs. 2 and 5,

'whereby a simple jet of gas is used to effect The IOO

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the lighting of the charge, instead of admitting a denser charge of gaseous mixture at the latter part of the period of admission of the gases. rllhe valve V also has a port, 1*, which opens communication through the port I3 with the storage-chamber C", and through the port I5 in the valve V2, whereby, in connection with said valve V2, the admission of the charge to the cylinder is controlled. The chamber of the valve V is open at its end at O, Figs. 6 and 9, and the valve V operates to discharge the waste gases at the proper time through said opening. rIhe valve Vz has a port, I5, which opens communication between the port Il in the valve B and the cylinder-space Gand a port, G2, which opens communication through G between the two valves with the port I in valve V, while the lower end of said valve V2 operates to admit gas through the supplypipe G into the space c, and through the port G6 into the port I of valve V atthe proper time. The valve V2 has also a lighter-chamber, Il, within which an internal gas-jet, J, burns, and is supplied by the pipe W, an external jet, J being arranged to relightthe internal j etJ at each stroke from the same supply. The lighting of the charge by means of these jets is the same as is usually practiced in gas-engines; but I may use any suitable means for ignition, as by the electric spark.

Referring to the cooling effect of the gases before described upon the working parts of the engine, such cooling action will be sufficient, in engines developing a comparatively small amount of power andusing a moderate degree of compression, to preserve the working parts at aproper degree of temperature.

In engines developing greater power and using a higher degree of compression my invention embraces the novel use of water as a medium for assisting the cooling operation of the gases, and by the same means saving the heat absorbed by the water in developing power in the engine. In small engines developing a moderate power with a small degree of compression I provide a simple way of effecting this result, while for engines using higher compression and developing greater power I provide means adapted to produce the effect required. For light engines it will be sufficient to ill the lower part of the storage-chamber with water, XV, which will be heated by the heat conducted down the engine-case, and thus generate vapor, so that the compressed gases in the storage-chamber will be mixed with the vapor, and thus increase the cooling effect of the working-fluid. As shown, the crank-shaft and its connections are arranged to work in the storage-chamber, and their rapid motion will cause the water to be thrown up in spray upon the connections and the lower portion ofthe cylinder, and thus assist in keeping these parts cool, and serve to prevent the accumulation of oily matter in the cylinder and upon the working parts. As the mixed gases, steam, and spray forming by evaporation may be supplied in any suitable way 5 but it is best to allow it to enter with the air and gas into-the compression-chamber of the cylinder.

For low-pressure engines the water may be admitted in a stream through pipe VW, and the quantity can be regulated by a cock, W3, as required to keep the engine at the proper temperature. The oil forl lubrication is best supplied into the storage-chamber, so that it will be carried by the spray to lubricate all the working parts.

In engines developing a great amount of power, where it is required to compress the charge to a very high degree in order to secure such power, the gases undergoing such compression would be greatly heated by the work of compression, and therefore the working-fluid would not be in condition to be used in developing power. I provide for preventing this undue heating of the gaseous mixture while undergoing compression by injecting a sufficient quantity of cold water with the air and gas directly into the compression-chamber C3 throughvthe pipe W2. The best effect is produced when the water is injected in spray, so

as to mix thoroughly with the gases, so that the water will take up the heat generated bythe compression of the gases, thus keeping the temperature of the compressed gases at a low degree. By thus injecting water with the air into the compression-chamber it is possible to compress the gases to a very high degree, without causing a high temperature in the compression-chamber while undergoing compression. In this comparatively cooled condition lthe gases and water pass out of the compressionchamber into the storage-chamber, where, by reason of their contact with the heated parts of the engine, they will take up the heat from these parts, and this heat will be utilized in heating the gases and evaporating a portion of the water carried with them, the surplus water falling into the storage-chamber for the gas and water. This heating of the gases is by heat abstracted from the cylinder by their contact with its outer walls, and thus instead of losing the heat abstracted from the powercylinder I am using it to heat the workinggases previously to their admission into the power-cylinder; hence by my invention heat is only lost by two sources, instead of threeviz., that conducted and radiated from the engine-casing and that rejected with the waste gases. The loss from the rst cause can be saved to a great extent by covering the engine with a non-conducting material, so that the only loss of heat will be that carried off or rejected with the waste gases, while a further saving of heat is effected by reason of being able to use a high degree of compression of the IIO charge, and consequently to expand the working-gases in the power-cylinder to such an extent as to diminish the temperature of the Waste gases.

Referring to the rocking joint `which I have described, I have illustrated modifications t-hereoi-` in Figs. 10, l1, 12, 13, 14, and 15.`

In the inodication shown inrFigs. 10, 11, and 12 the tie-rod It* is dispensed with, and the connecting-rod R is held up against its scat T by a centrally-placed pin, P3, supported at its lower end upon a bar, B, screwed to the hollow piston-rod, and bearin g at its upper end upon a hardened-steel nut, N3, screwed upon the end of the rod Rf, and forming a convex bearing, N, upon the seat T. By :making the curve of the nut N of proper proportion to the length of the pin P a perfectly easy rock may be obtained. In some cases the bearing-surface of the seat T may be made convex, and the end ofthe nut- N may be be ilat or slightly concave, the curves having such relation to each other that the rocking upon such surface is without friction.

In the modication shown in Figs. 13, 14., and 15 the bea-ring is adapted to rock in one direction only, as differing from those described, which are adapted to rock in any direction. In this latter niodication the bearing end of the connecting-rod It is formed of a section of a cylinder.

In the operation of the engine the air enters the compressingcylinder chamber C3 through the port I, as itis opened and closed by the valve-port II in the valve V', said port I opening at the wall of the shell, as in Figs. 3- and 9. Gas is admitted through t-he pipe G into the space lt under the valve V2, so that the valve-space v is iilled with pure gas, while the excess of gas more than can be contained in the space o passes through the ports G. and I into the compression-cylinder chamber C3 with the air. At the same time Water may be admitted through the pipe N2 into the port I with the air and gas. The piston, on its backstroke, draws the mixture of gas, air, and water into the chamber G3, and at the same time expelling the waste gases of previous charge through the port O as it is opened by the valve V. (See Figs. 6 and 9.) I'Vhen the piston has completed its back-stroke, the valves are in the position shown in Fig. 7, the outlet-port 0 being closed and the ports I, G, and VW also closed by the valve V', so that the forward stroke ofthe piston compresses the gasescontained in the chamber C3, forcing them out through the stop -valve V and through the hollow piston -rod into the storage-chamber C, which surrounds the working-cylinder and communicates with it in the operation of the valves, as in Fig. 4. At the beginning of the forward motion of the piston the port I" of the valve V opens communication through the port I with the storage-space 0*, and with the port I5 of the valve V2, so that the compressed charge enters the cylinder-space through the ports and passages I3 IL I5 until the valve V2 closes communication with the cylinder by closing the port I5, as in Fig. S. At the same time the gas contained in the space o is forced, by the returning movement of the valve V2, through the ports and passages GE G G4 G5, from which last passage it issues in a jet into the cylinder-space C, where it serves to communicate the iianie from the lighter to the charge. At this instant the valveW also opens communication between. the lighter-space L and the cylinder-space G, so that the iiaine from the lighter-j et J is communicated to the gas-j et issuing from G5, and hence tothe charge.

Referring to t-he lighter, it is important to notice that the passage G5 serves to carry the ilame of the lighter to' the gases in the cylinder, and the operation of lighting is as follows, viz: 1Ihe space o receives the gas through the pipe G, and upon the return-stroke of the valve V2 the gas is compressed in the said chamber v.` In the movement of the valve V2, (the valve V being in the position shown in Fig. 7 it opens communication between its ports Gr2 and G', so that the gases pass direct` to the passage G5, opening into the cylinderspace O, so that the gas issuing from the said passage G5 is lighted by the lighter-jets at the instant communication is made by the valve V2 between the lighter-space L and the cylin'- der-space C.

As shown in Fig. 2, the shell or air-tight casing is provided with removable covers for access to the working parts of the engine.

Referring to the action ofthe stored gases in returning the piston upon the return-stroke, it will be understood that the reservoir-space C* is full or" gases under pressure, which pressure acts continuously upon the sectional areas of the enlarged piston-rod It, causing an upward pressure upon it at all times. In the forward stroke of the piston there is an excess of pressure behind the piston over that exerted by the gases in the reservoir G1, which drives the piston forward; but on the return-stroke the waste gases are discharged from behind the piston from the space G, so that the pressure is relieved from the cylinder-space C, and the pressure of the gases upon the hollow piston-rod R drives the piston back through the returnstroke, the effective area of the surface upon which the pressure of the stored gases in the reservoir C'L acts being equal to the area of the cross-section of the hollow rod It.

Referring to the rocking bearing of the piston connecting-rod, the motion is not one of sliding friction, but of rocking, the same as that'of a rocking-chair upon the door, or of the rolling of a sphere upon a plane surface, and the contact of the convex surface upon the'seat I takes up the strain upon the for.- ward stroke. In order to keep these parts in contact, the pin P is held up against the bearing end of the rod It', which forces the convex rolling bearing I? upon its seat T, and thus prevents the parts from getting out of conl Ol.)

IIO

/" i. The method,

tact. The bearing of the pin l? is not the usual eye-bearing; but the eye is formed with a ridge or convex bearing, as shown in Fig. 2, which co-operates with the rolling end spherical bearing to prevent all tendencyw of the parts to V bind, and provides for a perfect alignment of the connect-ions. The head H of the cylinder is made removable for access to the powerchamber C to clear the walls of carbon deposit, while the casing ofthe duid-chamber C", at its upper vertical wall, is provided with an opening closed by an air-tight removable cover, H2, for access to the valves, and an opening in said casing at its lower opposite vertical wall is closed with anair-tight removable cover, H3, for access in iitting the crank-operating connections.

I claimsubstantially herein dcscribed, of operating gas-engines, which cousists in passing the compressed air and gases around and over the hot surfaces of the powercylinder, for the purpose of cooling the powercylinder and heating the gases before admission thereto, substantially as described, for the purpose specified.

2. The method, substantially herein described, of operating gas-engines, whichconsist-s in compressing the air and gases, storing them, under pressure, for use, and then passing them around and over the outer heated surfaces of the power-cylinder on their way for admission thereto, substantially as described, for the purpose specified.

3. The method, substantially herein described, of operating gas-engines, which consists in compressing air and gas, in connection with cold water injected within the chamber wherein the compression of the air and gas is eiected, and then conducting said compressed gases into the power-cylinder in ksuitable charges for operating the engine.

4. In a gas-engine,`the combination, with the power-cylinder, of an air-tight storagechamber containing water andoil, into which the compressed gases pass on their way to, around, and over the power-cylinder, substantially as described, for the purpose specified.

5. In a gas-engine, the combination of the power-cylinder with the piston, forming therein the power-space G and the compressionspace C for the gases, and an outer shell or case forming a storage-chamber for the compressed gases surrounding the cylinder, communicating by suitable valves with the `compression-chamber and with the power-space of the cylinder, and suitable valves and connections for the engine, substantially as described.

6. The combination of the working-cylinder of a gas-engine, operating to compress `the gases in its forward end, with an air-tight inclosing case or shell, forming a reservoir for the compressed gases surrounding said working-cylinder, a hollow piston-rod opening into said reservoir, and a suitable valved commit" nication with the said compression-space of esame the cylinder with the gas-storing chamber, whereby thepressure of the stored gases is utilized to drive the piston back on itsreturnstroke.

7. The combination, in a gas-engine, of the power-cylinder having a trunk-bearing, O, a hollow piston-rod, R, and the piston l?, forming the chambers C C3 in said cylinder, and a hollow cap for said piston communicating with the hollow piston-rod, with an inclosing case or shell for the power-cylinder communicating with said hollow piston-rod, and a suitable valved opening in the piston, adapted to open communication with the cylinder-space G3, through the hollow piston-cover, and the hollow piston-rod with said gas-storage chamber, substantially as described.

The combination, with a piston, of a rodclonnection having a rolling or spherical end bearing upon a seat formed in the hollow piston rod or trunk, and apin by which the parts are secured, substantially as set forth.

9. The combination, with apiston, of arodconnection having a rolling or convex bea-ring upon the pin, to provide for lateral alignment, as shown and described.

10. In a gas-engine, the combination of the airtight upright shell or case F with the power-cylinder, depending therein at the top, the piston, a hollow piston-rod, the valve V in the piston, and suitable valves and crank.- connections for the engine, the said upright shell forming a chamber for the compressed gases, for water, and for oil.

11. The combination,with apiston-rod connection having an end bearing free to move in any direction, of a pin-connection having a convex bearing adapted to hold the said end bearing of the rod-connection against its seat, substantially as described.

12. The combination, in a gas-engine, of a hollow piston-rod with the crank-connecting rods R and R, a pivoted guide-rod, R2, and means, substantially such as described, whereby said hollow piston-rod is connected with the crank-connecting rod R by a bearing adapted to rock or roll with the motion of the connections.

13. The combination, in a'gas-engine, of th? power-cylinder and the piston or piston-roch with the crank-connecting rods R `and R, jointed to each other and to a guide-rod, R2, pivoted to the engine-frame, operating substantiallyV as described.

14. The combination, in a gas-engine, of a cylinder having a trunk-bearing, C', a hollow piston-rod, R, and the tie-rod R4, with the crank-connecting rods R and R3, the said rod R terminating in a convex bearing, the pivoted rod R2, and the bearing-step T, seated upon a shoulder in the hollow piston-rod, substantially as described.

15. yThe combination, in a gas-engine, of the piston l) with a hollow cap or cover, H, therefor, forming a chamber for compressed air and gas, as specified.

16. The combination, in a gas-engine, of the IOO IIO

cylinder and the piston with the two coasting valves V V2, the valve V' being constructed and adapted to open and to close itsports corre spending with the full periodof the stroke of the piston, and the Valve V2 operating as a eut-off, a compressor for the gas which supplies the lighter, and a carrier for the lighter, substantially as described. v

17 The combination, in a gas-engine, of the valves V V2, constructed and arranged to operate substantially as described, with the externallighter-jet, J', the internal lighter-jet,-J, and the passage G5, opening into the cylinderspace G, substantially "as described.

1S. The combination, in a gas-engine, of the Valve Y', having the ports I I" and corresponding ports in the valve-chaniber,with the yvalve VZ, having the ports and passages, substantially as described, whereby the valve V operates to admit the air and gas to the compression-chamber C to discharge the wastey gases from the power-cylinder, and to eo-operate with the valve V3 to admit the charge into the power-chamber, as set forth.

19. A gas-engine in which the cylinder is suspended Within a reservoir containing a fluid under compression, in combination with the controlling-valves of the engine, and the piston-operating connections, also arranged Within said reservoir, substantially as herein set forth.

20. A gasengine having all of its operating parts contained Within a surrounding chamber which serves as a reservoir for 'a fluid-motor.

2l. The method of operating gas-engines, which consists in introducing a iiuid to the cylinder upon one side of thepistomwhere it is compressed and transferred through the piston to a storage-chamber, from which it is admitted to the power" side of the piston, substantially as set forth.

22. A gas-engine in which the piston is provided with a ralved chamber into which a fluid under compression is admitted,and ports or passages for conducting the saine to a storage-chamber, substantially as set forth.

23. A gas-engine in Which the piston is provided With a valued chamber, and atrunk-extension containing ports or passages for conducting a duid under compression to a storagechamber surrounding the cylinder, as and for the purpose set forth.

24. The method of opera-ting gas-engines, which consists in conducting a fluid under pressure into a reservoir containing Water which is spray ed 'and mingled therewith, heating the same and then conducting the mixed gases and steam to the engineecylinder, substantially as set forth.

25. The method of cooling the connections of a gas-engine,which consists in spraying Water contained in a surrounding chamber upon the said connections, substantially as set forth.

26. A gas-engine provided with a surrounding chamber containing a liquid, and having its crank adapted, in the path of its revolution, to be immersed in said liquid,for spraying the same, in combination with a storage-chamber for compressed air and gas Within said surrounding chamber, substantially as described, for the purpose specified.

27. In an engine, the combination of a cylinder and a fluidpressure chamber cast integrally, the former being contained Within the latter, suliistantiallyT as described.

2S. The combination of a iiuid pressure chamber and an engine cylinder cast integrally, the latter being contained Within the former, and each provided With a removable head or cover, substantially as set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses. i

LEWIS HALLOCK. NASH.

TWitnesses:

A. E. H. Jonnson, J. W. HAMILTON Jonsson. 

